ENERGY ABSORBING ELEMENT FOR VEHICLE STRUCTURE

Description

CROSS REFERENCE TO RELATED APPLICATIONS

This U.S. Non-Provisional Patent Application claims the benefit of and priority to U.S. Provisional Patent Application Ser. No. 63/698,584 filed Sep. 25, 2024, the contents of which are incorporated herein by reference in its entirety.

TECHNICAL FIELD

This subject invention is related to a vehicle structure/body-in-white-component, such as a vehicle bumper assembly or a vehicle side structure. More specifically, the subject invention is related to an energy absorption structure for use in a vehicle structure.

BACKGROUND OF THE INVENTION

Vehicle structures are known for providing energy absorbing characteristics. For example, a vehicle bumper assembly is a component of the vehicle frame and comprises a bumper beam and a pair of crash boxes. The crash boxes are positioned on the end of a crossmember of a vehicle body structure and are also secured to the bumper beam so as to absorb impact loads of certain predetermined values during a front or rear impact, thereby reducing or eliminating deformation of the vehicle body structure.

Vehicle side structures, such as a rocker panel, are also part of the vehicle body-in-white, extend across the side of the vehicle, and are designed to absorb energy during a side impact.

However, present vehicle structures and their related components often are not capable of fulfilling the increasing targets in energy absorption and efficiency, which are driven by the ever increasing vehicle weights and crash requirements. Thus, there remains a significant and continuing need for the design of vehicle body-in-white which incorporate energy absorption structures capable of meeting these improved energy absorption characteristics.

SUMMARY OF THE INVENTION

A vehicle bumper assembly in accordance with the subject disclosure includes a bumper beam extending from a first beam end to a second beam end to present an outer and inner bumper surface disposed in opposing and generally spaced relationship to one another. At least one crash box is disposed adjacent one of the first or second beam ends and extends from a first crash box end secured to the inner bumper surface to a second crash box end to define a crash box cavity. A flange plate is secured to the second crash box end and defines an expansion hole. An energy absorption structure is housed within the crash box cavity and increases in cross-sectional profile from a second absorption end nested within the expansion hole to a first absorption end secured to the outer bumper surface for being pushed through and radially deforming the expansion hole to absorb additional energy during a frontal or rear impact.

A vehicle side structure in accordance with the subject disclosure includes an outer side surface and an inner side surface disposed in spaced relationship with one another to define a side structure cavity. The inner side surface defines at least one expansion hole, and at least one energy absorption structure is housed within the side structure cavity. The at least one energy absorption structure increases in cross-sectional profile from a second absorption end nested within the expansion hole to a first absorption end secured to the outer side surface for being pushed through and radially deforming the expansion hole to absorb additional energy during a side impact.

These and other features and advantages of this invention will become more apparent to those skilled in the art from the detailed description of a preferred embodiment. The drawings that accompany the detailed description are described below.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a vehicle structure including a bumper beam assembly and a vehicle side structure each housing a plurality of energy absorption structures in accordance with an aspect of the disclosure, and with each energy absorption structure increasing in cross-sectional profile from a second absorption end nested or pressed within an expansion hole defined by an inner side surface to a first absorption end secured to an outer side surface.

FIG. 2 is a perspective front view of the bumper beam assembly illustrating the energy absorption structure housed within a crash box and increasing in cross-sectional profile from a second absorption end nested or pressed within an expansion hole defined by a flange plate to a first absorption end secured to an outer bumper surface of a bumper beam;

FIG. 3 is a perspective rear view of the bumper beam assembly in an un-deformed condition;

FIG. 4 is a side cross-sectional view of the bumper assembly in the un-deformed condition and illustrating a first weld seam securing the first absorption end to the outer bumper surface and an optional second weld seam securing the energy absorption structure to an inner bumper surface of the bumper beam;

FIG. 5 is a perspective rear view of the bumper beam assembly in an deformed condition; and

FIG. 6 is a side cross-sectional view of the bumper assembly in the deformed condition to illustrate the increasing cross-sectional profile of the energy absorption structure being pushed through and radially deforming the expansion hole to absorb additional energy during a frontal or rear impact.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring to the Figures, wherein like numerals indicate corresponding parts throughout the several views, FIG. 1 is a perspective view of a vehicle structure 10 including a bumper assembly 12 extending across the front (or rear) of the vehicle structure 10 and a vehicle side structure 14 (e.g., rocker panel) extending across the side of the vehicle 10. The vehicle structure 10 is known for providing energy absorbing characteristics, and thus as further illustrated in FIG. 1, in accordance with the subject disclosure at least one of the bumper assembly 12 or the vehicle side structure 14 (and preferably both) include at least one energy absorption structure 16 for absorbing additional energy during axial and non-axial loads on the bumper assembly 12 or the vehicle side structure 14 during a respective front, rear or side impact.

As best illustrated in FIGS. 2-3, the bumper assembly 12 includes a bumper beam 18 extending laterally across a front (or rear) of the vehicle structure 10 from a first beam end 20 to a second beam end 22 to present an outer bumper surface 24 and an inner bumper surface 26 disposed in opposing and spaced relationship to one another to define a bumper cavity therebetween. A pair of crash boxes 28 are disposed adjacent a respective one of the first or second beam ends 20, 22 and each extend from a first crash box end 30 secured to the inner bumper surface 26 to a second crash box end 32 to define a crash box cavity 34. As best illustrated in FIGS. 2-3, the crash boxes 28 can have a generally rectangular cross-sectional profile, such as defined relative to an axis A extending between the first and second crash box ends 30, 32. However, the crash boxes 28 can have other cross-sectional profiles, without departing from the scope of the subject disclosure.

The bumper assembly 12 also includes a pair of flange plates 36 each secured to the second crash box end 32 of a respective one of the crash boxes 28 for use in connecting the bumper assembly 12 to the vehicle structure 10, and in particular the body in white. The pair of flange plates 36 each define an expansion hole 38, which can be disposed in aligned relationship with the axis A extending through the crash box cavity 34. However, arrangement of the expansion hole 38 can occur anywhere along the flange plate 36, particularly if the crash boxes 28 do not extend along an axis A.

The bumper assembly 12 includes at least one energy absorption structure 16, and preferably a pair of the energy absorption structures 16 each housed within a respective one of the crash boxes 28 and extending within the crash box cavity 34 from a first absorption end 42 secured to the outer bumper surface 26 of the bumper beam 18 to a second absorption end 44 nested or pressed within the expansion hole 38 of the flange plate 36. If the crash boxes 28 extend along an axis A, the energy absorption structures 16 can also extend along this axis A. However, the energy absorption structures 16 can be housed within any location of the crash boxes 28 without departing from the scope of the subject disclosure. As best illustrated in FIG. 4, the first absorption end 42 can be secured to the outer bumper surface 24 via a first weld seam 46. As further shown in FIG. 4, the energy absorption structure 16 also extends through the bumper beam 18 and can be secured to the inner bumper surface 26 via a second weld seam 47, either placed on an outer or inner side of the inner bumper surface 26.

As illustrated in FIGS. 2-6, a cross-sectional profile of the energy absorption structure 16 increases in size as the energy absorption structure 16 extends from the second absorption end 44 (nested within the expansion hole 38) to the first absorption end 42 (secured to the outer bumper surface 24). For example, the energy absorption structure 16 can be conical and taper radially outwardly as the energy absorption structure extends from the second absorption end 44 to the second absorption end 42. However, as will be appreciated in view of the following disclosure, the energy absorption structure 16 can have other increasing, cross-sectional profiles (e.g., a stepped drill shape), without departing from the scope of the subject disclosure and the related function of the energy absorption structure 16.

More specifically, with reference to FIGS. 5-6, during a frontal or rear crash event, the pair of crash boxes 28 start to buckle and to absorb crash loads/energy. At the same time, the energy absorption structures 16 are pushed through and radially deform (i.e., expand) their respective expansion holes 38 in the flange plate 36 as a result of the increasing cross-sectional profile of the energy absorption structure 16 being pushed and passed through the expansion hole 38 by the force of the frontal or rear impact (See FIG. 6). Put another way, as the increasing cross-sectional profile of the energy absorption structure 16 passes through the expansion hole 38, this increase in size establishes and imposes a radial force that expands the expansion hole 38. For example, if the energy absorption structure 16 has a conical cross-sectional shape, the expansion hole 38 initially has an original (un-deformed) diameter D1 (See FIG. 4) which is deformed to a larger, radially expanded diameter D2 (See FIG. 6) as the energy absorption structure 16 is pushed through the expansion hole 38. This radial expansion and deformation of the expansion hole 38 by the energy absorption structures 16 advantageously provides the absorption of additional energy over that absorbed by the buckling crash boxes 28 themselves, and provides for increased overall crash efficiency that leads to reduced barrier intrusion and a reduced crash structure size for the bumper assembly 12.

For example, the increased crash box efficiency, as a result of the inclusion of the energy absorption structure 16, provides the ability to stop the barrier earlier during the crash event (less intrusion of the crash barrier into the vehicle). This then leads to the ability to reduce a length of the crash boxes 28, while still ensuring that the components in the “safety zone”—like the cooler module, headlights, etc.—are secured in a low-speed crash event. And by reducing the length of the crash boxes 28, the bumper beam 18 can be shifted backwards as well, so the vehicle overhang (distance from front wheels to front vehicle fascia) can be reduced, leading to material, weight and cost savings.

Advantageously, a force/displacement curve representing an impact of the energy absorption device 16 on the expansion hole 38 can be easily adjusted by modifying the geometry (i.e., cross-sectional profile) of the energy absorption device 16. Put another way, the geometry of the energy absorption device 16 can be tailored to meet the desired crash performance for the crash boxes 28, and the related bumper assembly 12.

The housing of the energy absorption structure 16 within the crash box 28 also allows the energy absorption structure 16 to provide an additional guiding effect for the crash box 28 as it is collapsed or buckled during axial or non-axial loads. Put another way, the energy absorption structure 16 advantageously guides a collapse of the crash box 28 during the frontal or rear impact, providing an improved and more predictable folding behavior for the crash box 28, even under non-axial crash loads.

As best illustrated in FIGS. 2 and 4, the first end 42 of the energy absorption structure 16, when implemented in the bumper assembly 12, can also define an inner thread 48 for receiving the mounting of a towing hook.

As illustrated in FIG. 1, the energy absorption structure 16 can also be implemented in a vehicle side structure 14 for the vehicle structure 10 to provide improved crash efficiency and lead to increased battery and passenger safety during a side impact, in accordance with the aforementioned principles. More specifically, as best illustrated in FIG. 1, the vehicle side structure 14 (e.g., a rocker panel) extends from a front end 50 (to be disposed adjacent the front wheels) to a rear end 52 (to be disposed adjacent the rear wheels) to present an outer side surface 54 and an inner side surface 56 disposed in spaced relationship with one another and collectively defining a side structure cavity 58.

The inner side surface 56 defines at least one expansion hole 38, and at least one energy absorption structure 16 is disposed within the side structure cavity 58 and extends from a first absorption end 42 secured to the outer side surface 54 to a second absorption end 44 nested or pressed within the at least one expansion hole 38. Similar to the embodiment described above in relation to the bumper assembly 12, the cross-sectional profile of the energy absorption structure 16 increases in size as the energy absorption structure 16 extends from the second absorption end 44 (nested within the expansion hole 38) to the first absorption end 42 (secured to the outer side surface 54).

During a side crash event, the vehicle side structure 14 starts to collapse and to absorb crash loads/energy. At the same time, the energy absorption structure 16 gets pushed through the expansion hole 38, and due to friction and expansion of the expansion hole 38, additional energy will be absorbed. Put another way, the increasing cross-sectional profile of the energy absorption structure 16 being passed through the expansion hole 38 imposes a radial force that expands the expansion hole 38. This expansion and deformation of the expansion hole 38 by the energy absorption structure 16 advantageously provides the absorption of additional energy over that absorbed by the vehicle side structure 14 itself, and provides for increased overall crash efficiency. As can be seen by FIG. 1, the energy absorption structure 16 will then intrude into the underbody (body in white) or battery structure 60.

As best illustrated in FIGS. 1 and 6, the vehicle side structure 14 preferably includes a plurality of energy absorption structures 16 disposed within the side structure cavity 58 in spaced relationship with one another between the front and rear ends 50, 52. In this arrangement, the inner side surface 56 would define a plurality of expansion holes 38 each for receiving a second absorption end 44 of a respective one of the energy absorption structures 16. During the side impact, the energy absorption structures 16 located closest and adjacent to the area of impact would be pushed through their respective expansion holes 38 to absorb additional energy for the vehicle side structure 14.

While preferred embodiments of the present invention are shown and described, it is envisioned that those skilled in the art may devise various modifications of the present invention without departing from the spirit and scope of the invention. In other words, the subject disclosure it is not intended to be exhaustive or to limit the disclosure. Individual elements or features of a particular embodiment are generally not limited to that particular embodiment, but, where applicable, are interchangeable and can be used in a selected embodiment, even if not specifically shown or described. The same may also be varied in many ways. Such variations are not to be regarded as a departure from the disclosure, and all such modifications are intended to be included within the scope of disclosure.